Spring suspension for vehicle-bodies.



No. 709,396. Patented Sept. l6, l9fll2.

F. COBSSEN.

SPRING SUSPENSIUN FUR VEHICLE BODIES. (Application filed Mar: 12, 1902.)(No Model.) 2 Sheets-Sheet n FEYERS MmPHOTOUTNQHNASHINGTDN u c No.709,396. Patented Sept. I6, 1902. F. COBSSEN. SPRING SUSPENSION EURVEHICLE BODIES.

(Application filed Mar. 12, 1902.) (No Model.) 2 Sheets-Sheer 2.

THE humus rzrgns w.-Pr oTo-L:THO., wAsumumm n. c.

UNITED STATES ATENT OFFICE.

GERMANY, ASSIGNOR OF ONE-HALF TO OF HAYMARKEI, VIRGINIA.

EDWARD F. WILKENS,

SPRING, SUSPENSION FOR VEHICLE-BODIES.

SPECIFICATION forming part of Letters Patent No. 709,396, datedSeptember 16, 1902.

Application fi ed March 12, 1902. Serial No. 97,939. (No model.)

To all whom it may concern:

Be it knownthat I, FERDINAND CoRssEN, a German subject, residing atRittergut Saarmund, near Potsdam, Germany, have invented certain new andusefnl Improvements in Spring Suspension for Vehicle-Bodies; and

I do hereby declare the following to be a full,

clear, and exact description of the invention,

such as will'enabl'e others skilled in the art to t to said body portionand its occupants only through the medium of compensating springs ofsuch a disposition and arrangement as to respond to and modify the shockfrom whatever point it manifests itself.

It is a distinguishing characteristic of my invention over anythingknownto me'in the prior state of the art that its rtlnninggear (i. a, thewheels and their axle or axles) is connected to the vehicle-bodyand itsshafts or tongue through the intermediacy of springs within Whichthebody is suspended to swing freely and which also serve as the draftconnection to the running-gear, so that whatever irregularity of motion(vertical, transverse, or otherwise) may be impartedto the running-gearby reason of'arough or uneven road-bed it will be correspondinglymodified in its effect upon the vehicle-body and its oocupants and uponthe draft-animal.

In the accompanying drawings, Figure 1 represents in side elevation atwo-wheeled wagon or cart embodying my invention. Fig. 2 represents aplan view thereof, partly in section. Fig. Srepresents in side elevationa four-wheeled wagon, also embodying my invention. Fig. represents'aplan view thereof, with the body portion indicated in dotted lines only.

Similar letters of reference indicate similar parts throughout theseveral views.

Referring'to Figs. 1 and 2, a indicates the shafts of the cart prolongedto constitute a support for the box 6. The latter may, as shown,conveniently be provided with the customary front platform 0, rearplatform (1, and double-cushioned back (2, separating the front and rearseats, as is usual in tilburys, although, as will be readily understood,the particular construction of the box is not of the essence of myinvention.

From opposite ends of the non-rotating axle f, upon which the wheels gturn freely, extend the spirally-wound tension-springs h, the tension ofsaid springs being sufficient to retain the convolutions substantiallyclosed under ordinary conditions of load and when the vehicle is atrest, but not to interfere with their desired compensating andcushioning action during travel. i

The springs may be connected in'any suitable manner to the axleforinstance, by hooking their end convolntions into openings into ametallic plate 2', rigidly secured to the axle. From lheplatethey extenddownwardly and inwardly in a diagonal direction to the body portion andmay be attached thereto by being hooked into holes in the metal platesbolted to the prolongations of the shafts.

In this connection it will also be noted that by this mode of suspensionthe body portion sets well down over the axle, thereby lowering thecenter of gravity, and consequently lessening the danger'of overturningand increasing the feeling of security of the occupants.

The chief merit of the invention, however, consists in the fact, whichwill now be plainly apparent, that instead of manifesting theircompensating action in a vertical direction only (as the case with theordinary carryingsprings) these springs of mine act in all directions.This is of especial importance with respect to side jolts, whosetendency to throw the occupant out of the cart or givehitn an unpleasantshock is instantlycounteracted by a compensating movement of the entirebody portion braked by the system of springs. Moreover, in ordinarytravel over good roads the movement is materially smoother and the iwear and tear upon both vehicle and horse are considerably lessened.

In the cart shown'in Figs. 1 and 2 I have shown the spiraltension-springs as connected directly to the body portion of thevehicle, a construction which I prefer in that instance. Where afour-wheeled vehicle is employed, however, I prefer to connect thespiral tension-springs indirectly to the body portion for instance,through the intermediacy of the usual bow-springs or leaf-s'prings-thisbeing but another modification or embodiment of the genericor'characteristic feature of my invention. Thus in Figs. 3 and 4 thetwoseated box 70, connected ,to the shafts by a fifth-wheelland havingthe wheels m and non-rotary axles n, is provided with the spiraltension-springs h, connected at one end.to the metal plates 1', boltedto the axles. The forward setsof spiral springs are connected to thebody portion through theintermediacy of the bow-springs p, which supportthe transverse bar 0, carrying the fifth-wheel. So,

also, the rear sets of spiral springs are connected to the body portionthrough the intermediacy of the leaf springs s and the platesj.

Having thus described my invention, what I claim is 1. In a wheeledvehicle, a spring suspension for the body portion thereof, consisting ofspiral tension-springs connected at one end to the axle, the oppositeends of said springs being connected to the body portion, said springsuspension serving also as the draft connection to the axle;substantially as described.

2; In a wheeled vehicle, a spring suspension for the body portionthereof, consisting of spiral tension-springs, connected at one end tothe axle and extending thence inwardly, the opposite ends beingconnected to the body portion, said spring suspension serving also asthe draft connection to the axle; substantially as described.

3. In a wheeled vehicle, a spring suspension for the body portionthereof, consisting of spiral tension-springs connected at one end tothe axle and extending thence inwardly and downwardly, the opposite endsbeing connected to the body portion, said spring suspension serving alsoas the draft connection to the axle; substantially as described.

4. In a wheeled vehicle, a spring suspension for the body portionthereof, consisting of spiral tension-springs connected at one end tothe axle and extending thence inwardly and downwardly,the opposite endsbeing connectedto the body portion through the intermediacy of auxiliaryleaf-springs, said spring suspension serving also as the draftconnection to the axle; substantially as described.

5. In a wheeled vehicle, a spring suspension for the body portionthereof, consisting of spiral tension-springs, plates on the axle withwhich one end of the. springs engages, said springsextending diagonallydownward and inward and being connected at their opposite ends to thebody portion, said spring suspension serving also as the draftconnection to the axle; substantially as described.

6. In a wheeled vehicle, a spring suspension for the body portionthereof, consisting of a pair of spiral tension-springs at each axleend, the members of each pair extending oppositely in diagonal, downwardand inward directions to connections with the body portion, said springsuspension serving also asthe draft connection to the axle;substantially as described.

In testimony whereof I afiix my signature in presence of two witnesses.

FERDINAND CORSSEN.

. Witnesses HENRY HASPER, WOLDEMAR HAUPT.

